He keeps blowing his motors up , oh my
NEW SRT RUMBLE BEE TRUCK (2027)
- Thread starter rottenronnie
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Well they run upside down it's no wonder! Lol
I know , We all know that’s the reason hahaha
Wrong color
900 pounds or so (Reg Cab SRT 10 compared with Rumble Bee 392).
What's interesting though about Autos is the instantaneous and monstrous hit of torque produced when the convertor flashes:
2027 Rumble Bee with a 392 engine and 8 speed auto:
Produced engine torque: 430 lbs. ft. (Launch Torque at 2600 r.p.m.) multiplied by 1st gear (4.70?) multiplied by 2.1:1 (convertor flash) multiplied by a 3.92 (rear end ratio).
The end result is a brief 16,636 lbs.ft. of torque to the wheels.
For example, that initial big hit of torque (17,000+ lbs.ft.) allows me to run drag radials ONLY with a completely stock suspension on my own SRT-10.
(The length of the Quad Cab also helps with weight transfer).
The truck sits at the line at a dead idle but when it's floored at launch, the convertor flashes past the advertised stall speed of 2800 (up to 3400) and plants the tires really freaking hard due to torque multiplication.
I can only imagine how much torque there is with the really high-powered stuff.
Tons o' Fun!!
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This build is the 3rd engine my truck has had. Not good for 79k miles. Not what I would call reliable
I see.....
What cratered on the other engines??
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900 pounds less is a good amount and better ET no doubt .. I’ll keep the 10 QC.
Talking the 8 speed autos ,, Is it possible to do a bolt in swap on the 10’s without heavy mods and bell housing I wonder along with torque converter matchup .. Would love the have a full range of the flashing torque hahahaha
Yes indeed.
Unfortunately, that torque multiplication (2x and more) is brief.
Several transmission specialty shops provide transmission adapters.
The problem is interfacing our ancient electronics with the newer controls. In a race vehicle or abused p.o s., who cares what does and doesn't work after the swap(?)
I do care, and have never wanted a manual nor an 8 speed. The truck stays at the top of the shocks during the entire 1/4 mile run so it isn't looking for gear reduction. With the cam design and produced torque curve, it drops right into the power sweet spot on a gear change.
It's a strider and not a sprinter. The engine has a W I D E power band and is happy with the 3 speed auto.
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Don't know what happened to the first one, but it was quite a surprise to find an 05 engine in my truck. We all know what happened to mine. Good old piston top flake. I would guess it was the same issue. That won't happen again. I think really, that is their only problem.
Late 2004 with a 2005 engine= normal.
Yes, the piston tops (on ANY ENGINE, EXCEPT DIESELS) do NOT tolerate detonation and will pop a piston sooner or later if the condition causing it isn't resolved. Even forged units under detonation will hammer the pistons enough to crush the ring lands so the rings can't move. Not as spectacluar a failure as a cast piston breaking up, but without ring freedom, the engines are done.
Yes, the piston tops (on ANY ENGINE, EXCEPT DIESELS) do NOT tolerate detonation and will pop a piston sooner or later if the condition causing it isn't resolved. Even forged units under detonation will hammer the pistons enough to crush the ring lands so the rings can't move. Not as spectacluar a failure as a cast piston breaking up, but without ring freedom, the engines are done.
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Kiwis truck is a late 2003 if memory serves ...
OakeeDoakee
It shouldn't have a 2005 engine then, unless it came from the future. You just never know.
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Yeah. Ya never know down here. All parts were date stamped 10/05
Wow I could have Marty McFly's engine
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Use that to keep your Convertor in FULL FLASH Mode!!!
Im doing research to figure that out but need Kiwi’s input on his system with the striker heads and full rebuild when he gets back from the upside down future lol
We do have a rather lengthy discussion thread about it....a stock 8HP90 or a built 8HP70 fits the bill nicely. 90's live behind 650 lb-ft plus all day.
It actually isn't an electronics problem at all. Only need the trans, an e-shifter (you have to figure out how & where to mount it) and the adapter harness; after that it's just 12v constant, 12v switched, ground, brake switch input, tps, rpm, and reverse light output electrical wise. The TCM is inside the valve body. Proper trans tuning and and a custom driveshaft (doesn't have provision for a slip yoke).
It's an immensely popular swap and has been used in something mundane as a stock 318 2bbl in old Mopar to a built big block restomod Chevelle.
More than that...officially 5139 vs 6258
They're using a 3.55 in the SRT Bee because of that insane first gear ratio (4.71) hooked to 680 lb-ft. Probably the best trade-off for fuel economy and acceleration. I have 3.92's in my truck with an 8sp and 1st gear is almost useless in any situation but snow/mud.
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